Train stopping and speed-controlling mechanism



Ap 1931- F. c. WILLIAMS ET AL 1,300,972

TRAIN STOPPING AND SPEED CONTROLLING MECHANISM Original Filed uly 1926 3Sheets-Sheet l 1 m/rz-wra/rs I k: a Bank ciW/y/lc wzs g April 14, 1931.F. c. WILLIAMS ET AL 1,300,972

TRAIN STOPPINGIAND SPEED CONTROLLING MECHANISM Origizial Filed July 28,1926 5 Sheets-Sheet 2 m i E NMN mum April 14, 1931 F. C. WILLIAMS ET ALTRAIN STOPPING AND SPEED CONTROLLING MECHANISM Qriginal Filed July-28,1926 3 Sheets-Sheet 5 0 Nb NEW N@ TTOHNE) Patented Apr. 14, I 1931UNITED STATES PATENT OFFICE FRANK c, WILLIAMS, on PHiLADELPHIA, ANDGEORGE H. WIL AMS, F HARRISBURG,

PENNSYLVANIA TRAIN STOPPING AND SPEED-CDHTROLLING MECHANISM,

Application filed July 28, 1926, Serial No. 125,352. Renewed September10, 1930 Our invention relates to train stopping and speedcontrollingmechanisms operating automatically and independently of humaninterference, to reduce the speed of a train to pre- 1;; determinedspeeds whenever the engineer attempts to drive the train at a speedfaster than predetermined for the block under the then existingconditions, as may be indicated by the block signal system forthe blockin 3 which the train may be, or is about to enter, and willstop thetrain or reduce the speed of the train to a stop or very slow speed itthe engineer attempts to pass a danger signal.

A further object of our invention is to prois vide a mechanism of thecharacter above re ferred to which is operated by waves of predeterminedunitorm frequency or length transmitted directly to the rails or to arail at the far or departure end of the block, the transmitter for eachblock being controlled by the block-signal system and being operative tocontrol the train speed when the train is in the block with which thetransmitter is connected.

A further object of our invention is to provide a train with a pluralityof radio receiving sets, each of which is tuned to and will respond onlyto one set of waves sent out from the transmitting station of the blockin 0 which the train may be, said Waves being received by the radioreceiving set directly from the track through the wheels or truck and awire or metal connection from-the wheels or truck to the tuned receivingcoils of the receiving sets.

A further object of our invention is to continuously produce from atransmitting station located substantially at the departure end of eachblock, waves or o'scillations'of two distinct and different lengthsorfrequencies and to transmit, to the rail, waves of one of said lengthsor frequencies so long as the block signals are set forone position, e.g,

safety; to cut oil the transmission of said waves when the signal is setto another position, e. g., caution and to simultaneously transmit, tothe rail, waves or oscillations of another frequency or length; and tocut off and transmit no waves whatever to the rail ill) when the signalof the block signal system is set to another position, e. g., danger;and to control the transmitting and cutting ofi of thewaves to the railsentirely automatically and by the block signal system itself.

A further object of our invention is to control and varythe kinds orlengths or frequencies of waves transmitted to a rail from afieldtransmitting station at the departure end of albllock by the blocksignal system of said 1 00 r. i In order to illustrate the manner inwhich our train controlling mechanismis operated, it maybe stated thatone of themost commonly used block systems of the present time is anautomatic system, so operated that the presence of a train in aparticular block will throw the signal at the beginning or entrance endof that block to danger (red) position; will throw thesignal at thebeginning ofthe block next in the rear thereof to caution (yellow)position and the one behind that to clear (green) position. Thus a traincontrols three signals, namely, that last passed by the train and whichis danger (red) the next behind the danger signal which is caution(yellow); and the next behind the caution signal which is safety orclear (green) This system is calledthe normally clear block signalsystem. It is the object of the present invention to control thetransmission of Waves from each transmitting station, by the blocksignal of the block to which the transmitting station is connected sothat when the signal is set to danger no waves will be transmitted fromthe transmitting station to a rail of that block; when said'signal isset to caution only one kind, length or frequency of Wave will betransmitted to the rail from said transmitting station; and when thesignal is set to clear another kind, length or frequcncyof wave willbeinstantaneously transmitted to the rail, and the transmission of theother said kind or frequency of Wave will be simultaneouslyautomatically discontinued.

A further object of our invention is to providea train with two radioreceiving sets, each tuned to respond to but one; of the two kinds,lengths or frequencies of waves transmitted to the track from thetransmitting station of the block in which a train may be, and tooperate cab signals thereby, said receiving sets being operative todisplay one signal light in the cab indicative of the track conditionwhen waves of one frequency are being transmitted to the track; todisplay an- I other cab signal light when the other receiving set isreceiving oscillations or waves of another frequency and indicative'oftrack conditions, and to display a thirdcab slgnal when neither set isreceiving oscillations to which it is attuned; said, receiving sets, inlike manner being operative to actuate an automatic speed controllingmechanism for the train to prevent the train from traveling at a higherspeed than that predetermined for a train under the signal conditionsindicated by the signal of the block.

A further object of our'invention is to provide two radio receivingsets, each tuned'to respond to but one of two lengths, kinds orfrequencies of' waves transmitted from the field or track transmittingstation, said two receiving sets being operativeto display cab signallights which may be the standard signals, viz., green for safety, yellowfor can- 'tion and redfor danger, the display of signals being dependentupon whether one or the other or neither of the sets-is receiving wavesfrom the transmitting station; and to provide also a fourth cab signallight which, for instance, may be blue and which will be illumined onlywhen a block or block section must be traversed at a predeterminedreduced speed of, for instance,

twelve miles an hour, as inpassing through yards, around sharp curvesand just prior to traversing a cross over, which track con dition maynot be ind-icated'by the block signal system. I

A further object of our invention is to pro videa train with two radioreceiving sets,so combined and so cooperating with an automatic speedresponsive device, the throttle or controller handle, and the brakeapplying mechanism,'as to automatically apply the.

brakes and control'the throttle whena train 7 enters a block controlledby the block signal system at a speed higher than that predetermined forthat signal'and to hold the brakes applied until the speed of the trainhas been reduced to that predetermined speed and to automaticallyreleasethe brakes when the speed has been'reduced to the proper speed sothat the engineer may proceed so long as he proceeds no faster than thespeed predetermined for that block or under the then existing conditionsindicated by the block signal. 4 i

" A further object of our invention is to provide the locomotive ortrainor motor of a train with radio receiving sets responsive only to wavestransmitted: to a rail from a transmission station connected to the.depar-j ture end of the block in which a train may be,

1,800,972 a a "E? .vide an arrangement whereby if the speed indicator,which cooperates with the brake applying mechanism, indicates that thetrain is moving ina block ata speed higher than c that corresponding tothe block signal of that block the brakes will be applied and the speedof the train automatically reduced to the proper speed. 7 1 o v Afurther object of our invention is to provide an'arrangement whereby ifthe speed indicator which cooperates with the train controllingmechanism sticks, orib'reaks or falls toits lowest p0sition, whichwould, under proper operation, hold the stop valve energized, andpermitthe engineer to run at any speed regardless of the signal, thenthe control of the train is taken out of the hands of the engineer ormotorman and-the speed of the train is automatically reduced to stop orslowest speeds ,(for instance, three miles an hour), and the traincannotthere after be driven at a speed higher than that until theindicator is repaired.

Arfurther object of our invention is to provide a train stoppingmechanism wherein the speed of the train maybe automatically re duced toa safety? speed of say twelve miles an hour (which is the speed at whichtrains usually travel through yards, around sharp curves or stretches oftrack; immediately in advance of a crossover) independent of the blocksignal system. In other words, the" block signal may indicate .that thetrack is clear but the speed controlling mechanism will operateto'automatically reduce the speed of the train to, for instance, twelvemiles an hour oversuch stretchespr section of the track, if the engineerattempts to l traversethe same'ata higher rateof speed than the twelvemiles an hour or yard speed. A further objectlofour invention 'is toprovide a transmitter station, at the departure end of a block, with twotuned circuits, each excited by a'reed vibrator, vibrating at a fixedconstant frequency, but differ.-

ent each from'the otherfand to alternatelyv oonnectsaidtunedcircuitswitha rail of-the track by and in accordance with the blocksignal system,-whereby one or the otherof said tuned circuitsalternately will transmit, to the rail, oscillations of the frequency ofthe respective tuned circuit and to provide the train with tworadioreceiving sets, thev tuned coilsgof which are electrically conneoted tothe track; said two receiving sets being operative to control three cabsignals and to restrict the speed of the train to one of three speeds(high, cautioni. and slow or stop speed), dependent upon whether one,the other or neither of the receiving sets is receiving oscillationsfrom the transmitting station of the bloclrto which the receiving setsare connected.

Other objects of our invention will appear in the specification andclaims below.

Referring now to the drav 'ings forming a part of this specification andin which substantially the same reference characters are used throughoutthe various views to designate the same parts, V

Fig. 1 is a diagrammatic view of a track divided into three completeblocks and parts of two more blocks with four signals (one for thebeginning of each block) and four transmitting stations (one at thedeparture end of each block), the signals being automatic block signals(the control circuits of which are not completely shown, but which maybe of any approved type) eachsignal at the beg ginning or entrance endof a block controlling, through the rails, relays connected to theentrance end of the block, the relays being operative each to throw aset of switch arms to one of three positions. The mechanism foreffecting this throw of a set of switches by a relay is the ordinaryblock signal relay such as is commonly in use and we utilize this blocksignal relay to electrically connect the traincontrol transmissioncircuits alternate.- ly to a rail at the departure end of the block nextpreceding the block in which the signal is, or to interrupt thetransmission of said waves thereto;

Fig. 2 is the radio receiving apparatus carried by a train and the trainspeed controlling mechanism, the receivers being electrically connectedto a wheel of the truck which in turn is, of course, in Contact with therail. In this figure is also shown the cab signal systemand the recorderwhich is operative to automatically make a record 01' the number oftimes the train stopping and speed controlling mechanism is operated.

Fig. 3 shows a modified way of obtaining a current for the tunedtransmission'circuits by a step-down transformer.

F lg. 4 is a modified construction similar to that of Fig. 1, but inwhich the radio relays in the radio circuits directly control the trainspeed-controlling mechanisms and cabsignal circuits.

Fig. 5 is a diagrammatic view illustrating one type of reed vibratorwhich may be used atthe equipment in the field transmitting station ofeach block.

At the outset, and for the sake of clearness, we may state that in theordinary block signal system, the signals are set to three positions,namely, clear, (2) caution and (3) danger or stop?. In the system hereindetive.

scribed, the signal, when set to clear? or green, connects one tunedtransmitting circuit to rail "of thetrack. The signal, when set tocaution, or yellow, disconnects the tuned circuitlast above referred tofrom the rail and instantaneously connects the second tuned circuit tothe rail, and the signal, when setv to danger or red, disconnects bothtuned circuits from the rail so thatno oscillations are communicated tothe rail. Two transmitting circuits only are needed at each station tocontrol the three train speeds.

Under these conditions but two receiving sets are necessary on thetrain, one responsive to the waves transmitted when the signal nextahead is green, the other of which is responsive to the waves oroscillations transmitted when the signal next ahead is yellow orcaution; said receiving sets are, of course, inoperative to receivewaves from the transmitting station when the transmitting circuits aredisconnected from the rail. Each of these two receiving sets includesand controls an electromagnetf l/Vhen asset is receiving oscillationsorwaves it energizes an elcctromagnet. When it is not receiving, themagnet is not energized. These magnets actuate armatures which controlelectrical circuits. When one magnet is energized by reason of thereception of waves ,(e. g. those transmitted whenever the track signalis a green signal) the circuits are controlled to show a correspondinglight (in the example given, green) in the cab and to maintain the trainspeed controlling mechanism inoperahen the other receiving set is receiving oscillations towhich it is tuned (e. g. corresponding to a yellowcaution signal) its radio magnet is energized while the firstmentionedmagnet is de-energized, and the circuits controlled thereby display acaution light in the cab and actuate the speedcontrolling mechanism toreduce the speed of the train to .caution speed, which may be assumed tobe twenty-five miles an hour. Then neither receivingset is responding towaves from the transmitting station and both magnets are consequentlydeenergized, the armatures of the radio magnetsare operative to close anelectric circuit to display a red or a dtfigel light inthe cab andxtoactuate the speed controlling mechanism to bring the tra-into stop or toa very slow speed of, for instance, three miles an hour. 5

But, in addition to these three trackv conditions there is a fourthcondition which is not usually displayed by the automatichlock signalsystem, and which callsfor yard or sharp curve speed. It may, forconvenience, becalled a predetermined speed of twelve miles an hour. Itis nowthe duty of the engineer to traverse such portions of the track towhichthis condition applies at a speed of notmore than twelve milesanhour. o have therefore provided and have herein ceivers' above referredto, andthis third transmitter is installed at stations of every block inwhich the twelve mile or yard speed limit regulation'or condition'doesnot ap ply. Over any section of trackwherein the 7 when the train is;passingover a twelve mile. yard speed section. Over such sections thetwelvemile condition applies, the third transmitter is omitted; Tocooperate with this third transmitter we provide the third receivingapparatus with a tuned circuit which, as hasbeen above indicated, willbe maintained energized all the time except radio elect'romagnet,controlled by the third radio receiving set,'will become de-energized,and when the armature switches controlled bysaid magnet fall, they willclose an electric circuit to display a fourth light (twelve milespeedlimit light) in the cab, and will also actuate thespeed controllingmechanism to reduce the train speed to twelve miles an hour if,"intraversing such av section, the speed of the train be higher than thesaid predetermined speed oftwelve miles an hour.

Thus, for controlling the speed of the train in accordance with theautomatic block Sig-- nal system now inuse on tracks but twotransmitting circuits and two receiving "circuits are necessary butwhenit is desired to control the speed of the train independently of theblock signals'to a fourth speed of, e. g., twelve miles an hour, (aroundcurves,

7 through yards and preparatory to or in making a crossover) wesimultaneously transmit to the rails waves of'two different frequenciesat all times; except over what we have termed twelve mile sections oftrack and over these twelve mile sections there will be but oneset ofoscillations or waves imposed upon the rail at any time, or nooscillations or waves at all.

In referring to the track it is assumed that the track shown in thedrawings is a onewayftrack and that the trains traverse: it

from'right to left. By the beginning or .entrance end of a'block ismeant that part of the track firsttraversed by a train on 'e-ntering theblock and the exit end or' departure end of a block is that portion of ablock last traversed bya trainin leaving the block.

The field equipment includes the block signal system, the wavetransmitting stations v and the.- electric circuits for operating thesame diagrammatically shown in Fig.- 1. The trainequipment includes theautomatic brake applying mechanism, an automaticccab signal systennaspeed indicating and controlling mechanism and a radio receivingapparatus, comprising a plurality of radio re ceiving sets, each tunedand responsive only field transmitter, the e ectricf circuits carried bythe train, andthe throttle controlling mechanism and preferably anautomatic recorder on which is made a record of the number of timesthespeed controlling mechanism is automatically operated, all asdiagrammatically indicated in Fig. 2 or Fig.- 4-. The automatic blocksignal system of the railroad operates inthe usual manner, and,therefore, a diagram only of the same. is shown in Fig. 1 wherein thereare indicated the beginning of, block A, three complete blocks B, C, Dand the departure end of'block E. Between the rails 1, 2 of each blockthere is: inserted suitable insulating material.

The rails 1, 2 of each block are preferably provided with a low voltagetwo-phase alternating current which may be obtained from thehigh voltageline 3 and transformer 4'. The lowivoltage signal circuit includes thesecondary coil 5, the lead 6 to the reversing switch 7, the lead 8 tothe rail land through raill to wire 9 at thebeginning'of or entrance endof ablock, to a two-phase clockwork polarized track relay 1O ofblocksignal positioned at the beginning or entranceend of said block, thenceby .wire 11 through rail 2 and lead 12 to said reversing switch7 andthence by wire 18 back to the secondary coil the low voltage signalcurrent willibe sent through the rails in the opposite direction. Thereversing switch is operated from'its adjacent signal S, that is to say,the.switch 7 connected to the rails at the exit end of block B isoperated by thesignal S located at the beginning of block A,'and so onthroughout thelength of the t,rack.' The direction of the 7 flow of thecurrent 'infthe track rails islthe same under the fcaution. indicationof the signal S as it is under the clearlindic ation of signal Sand.this direction may be called the normal direction. When, however, thesignal S isin danger position, such" as is indicated in connectionwithth'e exit end of block G, (or the entrance end of block B),

then thereversing switch 7 will be "thrown to the position shown'inblock C and the'current will be fed through the'railsin a dimetionreverse to that of thexnormaldi-rection tothrow the signal Siat' the.beginning of block G :to caution position. A further description of thismechanism and operation will be given below. I When the. current flowsthrough this circuit in onefdirection, thepolarized relay 10 will throwthe armatureH of the signalsystem (shown in dotted lines) to theposition shown in connection with the relay 10 of block A. When thecurrent flows through the said circuit in the opposite direction, thenthe armature 14- will be thrown to the limit of its movement in theopposite direction, that to say, to the position sl-iown under the relaylO connected to the railso'f block G. lVhen, however, a tram T 1s 111 a.

bloclr, as illustratcdin block B, thenthe trucks 15 short-circuit thesignal current supplied thereto from the transformer 4 of the blockirres'aective of the direction of the current in the rails and the relay10 of that block is tie-energized with the result that the armature Plotthe signal system occupies a neutral position, such as is shown at thebeginning of block B, (or exit end of block 0) Thismovement of thearmature 1 1 is operative to throw the signal S connected'thereto asindicated by the dotted lines, to safety, danger and caution positions,as is respectively shown in the signals in the beginning of blocks A, B,0. Thus it is that the relay 10 (and the train when it is in the block)control the position of its signal S and the signal S controls theposition of the reversing switch 7. Whenever the signals S are in safetyor caution position, the current supplied to the rails at the exit endsof the blocks will flow in the normal direction but whenever a relay 10is tie-energized then the signals S will throw the reversing switch to aposition to reverse the current supplied to the block controlled by therelay 10 to throw the succeeding signal of the block next in the rear tocaution position. We utilize these polarized relays 10 of the blocksignal system to control the transmission of waves from the transmittingstations by making cach relay actuate at least two, and, if desired,three, other switches 15, 16 and 17, the movement of which will beexactly like that of armature 14. The switch 17, may, however, beentirely omitted for it is the switch which controls the; transmissionof waves or oscillations to effect the operation of the twelve mile oryard speed limit control, which controlis generally not ellected bytheblock signalsystem. When it is employed, however, its function is tosupply waves of a predetermined frequency to the track except in thoseblocks or sections of a track wherein thetrain speed should not be overtwelve miles an hour. In. the trans.

' mitting stations of such blocks, the switch 17 may be omitted togetherwith the circuits controlled thereby as will be referred to again below.Such ablock is indicated in Fig". 1 as block D. In every block there aretwo transmitters TY and TG, each ofwhich includes a circuit comprising abattery, 18, a coil 19, a reed vibrator 20 and a variable tuningcondenser 21 bridging the coil 19. The reed vibrator may be of anyapproved commercial type. In Fig. 5 we have shown, in a diagrammaticmanner, one type of'reed, vibrator reed vibratorsat each transmitting.station mustbe effected toproduce two or three different tuned circuitsfor each transmitterstation. This may beelfected by. providing-each ofthe reed vibrators of a station; with cams 20 having a. different numberof-projections.v thereon, the cams all being rotated at, the.

same speed, or the cams may be all-alike and the shafts on which thecams arerotated may, be revolved at. different constant Speeds. But thepreceding description is not to become strued aslimiting thisapplication to this par,- ticular type of reed vibrator for anielectromagnet interrupter, such as is used for-intone rupting a primary circuitof induction coil, 7 may be used as the reed vibrator whendesired. Thecircuits of the vibrators may betuned and; adjusted to produceoscillationstherein of any predetermined and desired frequency. From thetransmitting circuitTY (yellowtransmitter) a lead 22 ,extendsto thepivot of the switch 15 controlled by the relay magnet 10. This switch15, in one of itsextreme positions or at thelimit'ottits motion in onedirection, is maintained out of engagement with. its contact point 23,but in its other extreme position, it engages said, contact, point 23whichis connected by wire 24 to the rai1.2. lVhen the switch 15isinengagement with its contact point 23, the oscillations ofthetransmitting' circuit TY are transmitted. torail'2. Similarly, thetransmitter TG? (and the. transmitter TB: when employed) comprises thesame arrangement of battery 18, 0011.19, reed vibrator, and tuningcondenser 21; A wire 25 from the oscillating circuit of: the

nected to the pivot of the switch 16 whichisa single contactiswitch anditscontact point 26 is connected by wire 27to the wire 2ljleading, tothe track 2. The switch 16is inengagement withits contact point 26in oneof its extreme positions andthat is alwayswhenthe switch 15 is in itsextreme position and outofen-H gagement with its contact point 23'.

And when the transmitter TB (blue transmitter) is employed it; isconnected by wire 28 to the pivot of switch 17 which-is a twopointswitch and this switch 17 isadapted. to engage with one or the other ofits bridged contacts 29, 29. Whenever the switch arm 1? is at the limitof its throw in either direction a contact 29 (and consequently thetuned circuit of transmitter TB) is connectblock A. and the signal Sthere located, when j the signal S is in the clear position, then theswitch arm 15 of transmitter TY is in its remote position from itscontact point 23 and no oscillations are transmitted to the rail 2 fromtransmitter circuit TY. But switch arm 16 is in engagement with itscontact 26 and transmitter TG' is connected to rail 2 and theoscillations of the circuit of trans-' mitter TG (green) arecommunicated to the rail 2. When a transmitter TB is employed, thenswitch 17 willbe in engagement with one of its contact points 29 and theoscillating circuitof the transmitter TB will also be impressed on therail 2. As shown in the signal system at the beginning of block B,

when thesignal S is in danger position, (as due to the presence of atrain in block B), then the relay 10 will bede-energized and thearmatures 15, 16 and 17'will be out of engagement with any of theircontact points and none of the transmitters will be connected to therail.

As shown at the beginning of block C, when the signal S is in cautionposition, then the switches 15 and 16 will be in their extreme positionsopposite to that shown at the beginning of block A, the transmitter TYwillbe connected to the rail 2 and the transmitter TGr will bedisconnected from the rail. Under these conditions, however, wheneverthere is a transmitter TB it will also'be connected to the rail undercaution conditions.

To briefly recapitulate, when the signal S is in safety position, whichis indicated by a green signal, then the transmitter TG (green) isconnected to the corresponding rail and the transmitter TY (yellow) isdisconnected from the corresponding rail 2; when the signals is indanger (red) position, then both the transmitter, TY, and thetransmitter TG are disconnected from the corresponding rail; and whenthe signal S is in caution (yellow) position, then the transmittercircuit TY (yellow) is connected to the correspondingitrack rail 2 andthe transmitter TG (green) is disconnected from the corresponding trackrail 2. These 7 three positions are the conditions indicated by theusual ordinary automatic block sig-' nal system. Whenever our yard speedcontrolling mechanism is installed on the train, then there will also bea yard speed transmitter TB always connected .to'the rail, whenevereither of the transmitters, TY or TG, are connected to said rail, (inall blocks where the twelve mile limit does not apply),

' and the connection ofwhich to the rail, will be always broken when thetransmitters TY and TG. are disconnected from the rail.'

Over a block or asection ofa block in which there isa twelve mile oryard limit speed, the transmitter TB will be omitted in the transmittingstation.

.The above is a brief and yet comprehensive explanation of the radiotransmitting stations and the manner in which the two, and

at times three, wave transmitting circuits are connected to anddisconnected from the track. It will be understood that by reason of theadjustment of the tuning of the transmitters TY, TG andTW, said circuitswill oscillate regularly continually, but at different frequencies. Theyare adjusted to oscil' that of the transmitter circuit upon the track.The receiving apparatus which is carried by the train is shown in Fig.2. When the apparatus is arranged to control the train' in accordancewith the automatic block signal system only, that is, to respond'only to(1) clear, (2) caution and danger or stop positions of the block signalsystem, then there will be only'two radio receiving sets installed inthe receivingapparatus,

namely, the yellow or caution receiver- RY and the green or safetyreceiver RG. When, however, the twelve mile or yard speed control formsapart of the controlling system, then there will be a third radioreceiving set RB (blue receiver) which is responsive only to the wavesimpressed upon the track by the transmitter TB. These receiving sets BY,RG and RB may be of any approved tyye. and are respectively tuned torespond only-t0 the waves transmittedto the rail from the transmittersTY, TG and TB respectively. The variable oscillation coils" or inductors31, 32-and 33 of thecircuits of the receiving sets RY, RG and RBrespectively, are all electrically connected to the rail2, as by a'wire34 connected-to the truck 35, i. e.,' they are grounded to the truck'orwheel 35 and are thus connected directly to the rail 2. In this mannerthe oscillations impressed upon the rail 2 from the transmit:

ters TY, TG or TB are directly electricallyconnected to the coils 31, 32and 33 of the radio receiving sets TY, TG and TB and since'the circuitsincluding these coils 31,32

and 33 are respectively tuned to respond only to one of these.threeradio wave frequencies,

when transmitter TY'is impressing its waves or oscillations upon thetrack, the receiving set RY will. respond thereto and the other setswill not respond thereto. When transmitter TG is impressing its waves oroscillations upon the track or rail then the receiv ing set RG only willrespond thereto and when .transmitterTB is impressing its waves radiomagnet 36 is in the circuit of the re.

ceiver RY and it controls a switch armature 37. In the circuit of thereceiving set is similarly a master relay radio magnet 38 which controlsan armature switch 39 and in the circuit of the receiving set RE is amaster relay radio magnet 40 which controls an armature switch 41. Thesemaster radio relays 36, 38 and 40 are respectively energized when thecircuit of the receiving set in which they are respectively connected,is respondin to the waves received of the frequency to which it istunedas from one of the transmitter sets and is tle-energized when such wavesare notbeing so received (when its transmitter is disconnected from therail). These three master radio relays 36, 3S and 40 may be of anyapproved form and are used to control the electric circuits whichoperate the cab signal system, the brake applying mechanism and thethrottle controlling mechanism.

The several cooperating mechanisms car ried by the train and which arecontrolled by by the radio receiving sets RY, RG and RB will be nowbriefly described.

The throttle T is provided with a throttle controlling mechanism TC,whereby the control of the throttle may be taken entirely out of thehands of the engineer if he disregards the signals. This throttlecontrolling mechanism. TC, comprises a piston 42 in a cylinder 43 to therear of whichis connected an air pressure pipe 44 which puts the spacein the cylinder to the rear of the piston 42 in communication withachamber beneath the valve 45 carried on the upper end ofa rod 46, thelower end of which is rigidly secured to a piston 47 in a cylinder 48. Achamber above the valve 45 is in communication with the air underpressure of the air brake system through the train pipe 64. In thenormal operation of the device, the valve 45 closed and when openedrelieves the pressure in the train pipe 64 to apply the brakes.

' Below the piston 47 the cylinder 48 is connected by a pipe 49 tothechamber below the valve 50 of the automatic speed reducing valve 50 RV,which is normally held open as willbe referred to below, and the spaceabove the valve 50 is connected by a pipe 51 to the space below thevalve 52 of the train stop valve SV which is normally held in its upperopen position, the space above said valve 52 being connectedby a pipe 53with a suitable source of air pressure in the air brake system. Thenormal open position of the throttle T, the throttle controllingmechanism TC, the speed reducing valve RV and the stop valve SV are allas are shown in Eig. 2,the

track being assumed to be clear and the train running at a high speed.In this position, the air pressure from the pipe; 53, around the valve52 through the pipe 51 around the valve 50 through the pipe 49 to theunderside of the piston 47, maintains the valve 45 closed. Under theseconditions the throttle T may be manually closed and opened as desiredin the usual manner.

The valve 50 is preferably carried by a rod 54, the lower end of whichis threaded into a lower valve 55 which is secured to an armature 56passing through and extending below an electromagnet 57. Similarly, thevalve 52 is preferably mounted on a rod 58, the lower end of which isscrew-threaded into a lower valve 59 attached to an armature 60extending through and extending below the electromagnet 61. The space orchamber below the lower valve 55 communicates by a vent or passage 62with the atmosphere and the space below the lower valve 59 similarlycommunicates through a vent or passage 63 with the atmosphere. These twovalves RV and SV are preferably alike in construction but are operatedrespectively under diiferent track conditions as indicated by thesignals beside the track and the speed of the train relative thereto.When for any reason the armature of the speed controlling valve RVfalls, it closes the upper valve 50 and opens the lower valve 55,whereupon the space above the valve 50, which space is in communicationwith the source of air pressure from the pipe 53, is cut off from thespace below the valve 50, When this occurs, the air below the valve 50and in the pipe 49 and below the piston 47 leaks out now through thevent or passage 62, whereupon the pressure in the train pipe 64 forcesthe valve 45 down oil itsseat. When the valve 45 is thus opened air fromthe train pipe 54, and under pressure passes the valve 45, enters thepipe 45 and the cylinder 43 to the rear of the piston 42, throws thethrottle T forwardly closing it, andwhen the piston 43 clears theopenings 65 in the cylinder 43 the pressure of the air in the train pipeis lieduced and operates in the usual manner to apply the brakes. c

Similarly, if valve 52 falls, and valve 50 does not, the air underpressure will flow from the lower end of the cylinder 48, through pipe49, past valve 50, into pipe 51 and past valve 59 to vent 63. Thus thethrottle will be forcedto closed position and the brakes will beappliedupon the operation, of either the speed reducing valve RV or thestop valve SV. The circuits for maintaining the magnets 57 and 61energized will be described below.

'Also carried by the train is the speed responsive device or speedindicator SI which may be of any well known or approved con structionwherein an arm 66 swings on its pivot 67 to various positions dependenton and in accordance with the speed of the train. This arm 66 is adaptedto swing over and consecutively make contact with a series of threemetal segments 68,69 and 70, each insulated from the others and arrangedin a clrcular arc. Preferably, the arm 66, has a brush 71 whichconsecutively sweeps over these segments 68, 69 and 70 as the speed ofthe train varies. i

Preferably rigid with the unitary arm 66 and extending in the oppositedirection is an arm 72 which is also provided with a brush 73 adapted tocooperate with a fourth short segment 74 preferablydiam'etricallyopposite' the segment 7 O. Extending parallel to and"adjacent one end of the segment 69 is a fifth metal segment 75 withwhich another brush 76, carried by the arm 66, at times makes contact.

When the train is running at high speeds which, for instance,we willassume to be at speeds higher than twenty-five miles an hour, the arms66 and 72 will be in the position shown in Fig. 2. When the train isrunning at a speed of, for instance, more than three miles an hour andnot more than twenty-five miles an hour, the arm 66 will be in engage}ment with the segment 69. When the train is running at the slowor stopspeed of,

for instance, three miles an hour, the arm 66 will be in engagement withthe segment 70 and at such time thearm 72 will be incontact with thesegment 74. When the train is running at a speed not greater than twelvemiles an hour, the'arm 66 will be in engagement through its brush 76with the segment 75.

; Also carried by the train andcooper ting with the mechanisms above setforth is pref-1 erably installed an automatic'stop recorder,

SR, having two recording dials 77 and;78. When the speed reducing valveRV falls, it is adapted to close a circuit and make a record of thatoperation on the dial 77 and when the stop valve SV falls, it alsocloses an electric circuit and a record of that operation is recorded onthe dial 7 8, as will be referred to again below. V The source ofelectrical energy for energizing the electric magnets 57 and 61 is abattery i B and theelectric energy for operating the cab signal systemand illuming the cab lights CL, is preferably an electric generator Gadapted to maintain energized two busbars 79 andr80. a

Connected to the throttleT is a throttle switch TS in which are twoswitch arm's 81 ,and 82, respectively; the switch arm 81of the throttleswitch TS" is open whenever the throttl'e'is open to a position'to drlvethe ates seven switch arms 84, 85, 86, 87, 88, 89

and 90; the master relay 38controls the electromagnet 91 which in turncontrols and op.- crates seven switches 92, 93, 94, 95, 96, 97 and 98and the master relay 40 controls and energizes the electromagnet 99which in turn controls and operates five switches, namely, 100,

101, 102, 103' and 104. When the magnet 83 4 is energized the sevenswitch arms'thereunder are lifted to their uppermost position and whende-energized, they fall to their lowest position. Similarly, when theelectromagnet 91 is energized the seven, switch arms thereunder arelifted and when said magnet is de-energized they fall to their lowestpositions. In the same manner the electromagnet 99 holds the fivearmatures thereunder in their uppermost positionwhen said magnet 99 isenergized and when it is de-energized the switch arms fall to theirlowest position.

controls the electro- Assuming the train or locomotive L to be in theblock B and the signal S at the beginning of the block A to be in clearposition, as shown in Fig. l and the train to bemoving at a high speed,which we will assume to be higher than twenty-five miles an hour, thenthe transmitter TY will be disconnected from the rail 2 of block B andthe transmitter TG will be connected to the'said' rail. If there is a'twelvemile' or yard speed control and the block A is not a twelve milespeed block, then the transmitter TB will be also connected to the rail,and oscillations of two different frequencies (of the transmitters TGand TB) will be impressed uponthe rail 2 of block B. The train L beingin block B,v

the waves or oscillations will be transmitted from the rail 2 and truck35 through the lead" or wire 34 to coils 31, 32 and 33 of the radioreceiving sets. RY, RG, RB. The radio receiving circuits of thereceiving sets RG and RB will be set into oscillation but set RY willnot respond to either of said wave lengths and will therefore'not beoscillated. As a result of the oscillation of the radio receivingcircuits RG and RB, the. master radio relays or magnets 38'and 40 willbe energized but since the receiving setBY is not receiving oscillationsor waves, the master relay 36 will not beenergized andits armaturewillbein its lowest position,'-a ll as shown in, Fig. 2.

The armatures .39 and 41 will be held against their upper contacts; Thearmature 37 will, therefore, break the circuit which includesbusbar 80,lead 105, armature 37,- wire 106,

coilq83,iand-wire 107 back to busbar. 79, thus file-energizing themagnet 83, and thewseven armatures or switches 84 to inclusive will bein their lowest positions. The master relay 38will-be energized and itsarmature 39 will be held; in its uppermost position thereby energizingthe electromagnet .or coil 91 by acircuit from busbarSO, lead 108,armature 39, wire 109,;coil 91, wire 110, back to busbar 79. Theenergized coil 91 will hold the sevens 98 inclusive in closed and thecoil 99controlled thereby will be energized and its five switcharmatures 1 00 to104 inclusive will be in their upper positions as shownin Fig. 2.

For a clear understanding of the operation-and the reasons therefor, itshould be made plain that so long as the electromagnets controlling thes eed reducing valve RV and the ,stop valve S are energized,;theengineer is free to control the speed ofthe train as he, may desire butthat when the electromagnet S'Zof the valve RV is deenergiaed,

the falling of its armature 56 is operative to reduce the speed of thetrain and that when the electromagnet 61 ofithe valve RVis dc energizedthe falling ofits armature 60 will be operative to apply the brakes toefl'ect an emergency stop or a reduction of the speed of thetrain tothree miles an hour as will be explained below. When ,then, trackconditions are clear, both ,electromagnets of the valve RV andRSwillbeenergized and held in their uppermost position.

With the parts and circuits inthe positions indicated in Fig. 2(high-speed cleartrack) 4 the circuit, to, maintainthe electromagnetofthe valve RV energized 1SfIOII1 battery B,

wire 114, Wire to the electromagnet 57 thence by wire 116, wire 117,wire 118 to armature 101, wire 119 to armature 95, wire 120 to segment68 by arm 66 and wires 121,: 122 to battery B.

i The armature/ 60 of the valve SV will also be maint-ained energized bythe following circuit: fromhbatteryqB, wire 1 14,; wire 123,

- Wire 124 toicoil 61, thence by wire 125, 126,

121 to armature 103 thence by wire 128 and wire 122 to battery B.

Under thcseconditions the greenlightG of the cab signal lights CL-willialso be illumined to correspond with the green tracksignalS next inadvance ofthelocoe motive, for the receivingset RG being ener-v gized,lts radio magnet 38 is energized and.

the armature 39 elevated to close the circuit passing throughandincluding the electromagnet, 91 which will be energized as abovedescribed, and in this positionjfthe armature 92 ,will close acircuit"from busbarSO through wire 129, armature 92, wire 130 to light G thencethrou 'h wires 131132to busbar 79. r n, Be observe that hen l the e 1136, is ie-energized and the armature 8 1 "has broken and that light ,R,is, broken by. the armature 93f and fallen, the i circuit to [cabsignal, li ht is in s gn the "fircuitto be h t t e 'e i t i bs tm ll htB istib n v Uihder these conditions a g l li t G s th n n displaye %hesecircuits will, however, be specifically stated in connection with the atthe armature10j0. 'i

in; the cab.

operation of the deviee under diii'erent traek conditions.

Withfthe track, the "sanie but with a mere reduction in the speed ofjthetrain, whereby the arrn 66 swingstoa posim n wear its b fil h 711s incontactwith the segment 69,; the circuit of the electromagnet 57 of thevalve Rviwill ,s t ill beniain tained closed, from wire: 119, throughwirej 133,arn1ature 96, wire 134, wir to, seg-j ment 69 andarm 66instead of throughfarniature ,95,wi1'e 120 and segmentGS.

If thei -speed ofthe, train be the slowestspeed andthe arm 66Qbe incontact with the; segment 70, the circuit to magnet, 57 will be closedmere 1 thfo via 1,36, and gmentm to arm66. -1 a If the signal next injadvanc efof the le k);

motive or car L be a cantion signaltyellow) then receiving set RY,willbeenergized, receiving, set RG will be L de energized, if there beno twelve mile speed regulation for the block, thefreceiving setRBwill'be energizediand ele'ctromagnets 83 and 99 jwill be energizedlifting the switches controlled thereby totheir uppermost positions.lithe" train now enterthat block at a speed greater than 25 miles perhour, the'c-ireuitoi' the electromagnet heretofore described and whichwasheretofore com leted the armature 95, will; now be brol;electromagnet I57 will become dc-energized and allow its armature 56 tofall, thus apply-i ing the brakes andiclos ing' the throttle? inthemanner above described'land the speed of the, train will begin to bereduced until the arm 66 swings contact the segment 69., whereupon thecircuit will now bere-estab lished from wire 119 througlrwire 133, wire137, armature 87 and wire 1 35back to,seg-,

ment 69 and the closing ofthe circuitwill re energizethe niagnetfi'i andrelease the brakes byyadmitting air, undertpressure, to

the underside of the piston 47 as heretofore described;

It ,is to be understood that theipipe, 53

may be connected. to the auxiliary air tank, or to any suit-ableair-tank carried by the train and which thepressure' maybe maintainedin' any suitableljinanner now in en at 95 l and the loo r a thevalve.46. The re-energizing ofthe'mage ects a fallin t e pressure of theair therein and that ifallfin pressure is operative'to" use for thepurpose, so long as the air brake system installation operates upon theprin},

ci le'that the 0 'ening of the train :pipe 64 releaseair from'theauxiliary air containers on the train to actuate the brakes, and thatthe normal'highfpressure in any well known manner. This is the usualmanner ofoperating the present day air brake systems to which myinvention is applicable and therefore it follows that when the armatures56 and 60 are held in their uppermost'position air under pressure isadmitted from the pipe 53 under ,thefvalve 52, through the.pipe 51 underthe valve 54 and through'the pipe 49, and, as a result thereof, thepiston 47 .is lifted to close nets 57 and-61, and the holding of thearmatures up against them is, in effect, operative tofore' described,because the lifting of the;

to release the brakes by reason of the closing of the valve 45. I

Under these conditions, the electromagnet' 61 will also continue to bemaintained energizedthrough the same circuit as that herearmature 89merely closes the circuitthrough another path. The currenthastwo pathsto follow from wire 126 to wire 128, namely th'roughwirej127f andarmature 1 03 to'wire 126,;the other being from wire 126, armature Therewill be no wire128. g

the circuit of the electro- 89 wire 138 to interruptionjto magnet 61 byreason of the energizing'or dered or danger, then all the transmitterso'f the transmitting station will be disconnected energizing of themagnet 83;

The track conditions stillbeing caution or .yellow, it will beobservedthat since the electromagnet 91' is now tie-energized, thecircuit to the green lightvG through wire 1.30 will be broken at' thearmature 92 and that the circuit to th'eyellow light Y of the cab;

signal system will nowbe closed from busbar 80, wire I light Yfandwire'141 and wire 132 to bu'sbar 9. by armature 85 and that to'light Bwill remain broken by armature 100. a I

When'the signalnextahead of the. train is from the rail as shown in Fig.l under magnet 10 connected to block B.

. Allof the receiving sets BY, KG, RB will be inactive and r the.electromagnets 83, 81,. and 997(if thelatter be utilized) will be de;

energized permitting all of the armature switches controlled thereby tobe in their lowest positions. Considering first the speed re- 7 duclngvalveQRV, the circuit thereto through wire120' and armature 95 will bebrokenby falling oi the armature 95. Thecircuitfrom segment 69 to valveRV throughwires 13-4 139, armature 84, wire 140: to "yellow The circuitto the red light R is broken" station in Fig. 1. I I

this'block'no radio oscillations of the length transmitted bya'transmitterTB will'be' impartedto the rail and consequently over thatlad-i 35 .wili betas By the dropping 5f r verith f engineer attemptstoenter this block against? the armatures 87 and 96. If,

thedangersignal and at a speed exc eeding' the slow or stop speed of thethree miles per hour; the circuits of the stop val ve' SV through thelead 126 from the c0i1 61-of the stop valve SV will be broken at 103 and89 and the brakes? will be applied. When the arm 66'by' reason" of thereduction oftlie speed of the 'trainfalls or moves to a position whereit contacts with segments 7 0 and 74 and which l as"beenas-* sumed tooccur at" a speed of three mlles an hour, then'the arms 81 and 820f'thethrottle:

switchfTS will beclose'd and the circuit to" electromagnet 57 will be reestablishedja's fol lows: battery B, wire'114,'wire 115 coil 57 wire116, wire 136, plate 70,arm 66, wii'e 12l: and .wire 122 to battery B].Moreover, the

circuit to'coil 161 of stop. valveYSVwill be broken by armatures "89 and103, as above stated, but since now the; throttle 'has been closed andthe switch'aimi8l has beenclo'sed a circuit will be established'or.closed through coil 61 as follows: battery B, wire 114 wires a 'o 1,Wire 142,- switch 81, wire 143,- armature 94 (dropped) ,wire'144,armature 86 (dropped),*wire 1145] to plate 74 t ou h arm to battery.vShould, however, the-Iengineer 72 and wires121 'and 122 back undertaketo open' thethrottle'wider than that which required togiinpel'the train,at a. speedflof more than"three n1ileslan hour,- that will immediately'open theswit'ch arm 81 and will de-energizethe electromagnet 61 of thestop valve SV. and immediately apply) the brakes'to bring thetrain to astopxj red signal S of thetrack is also'o erative to dlsplay a redsignal It in the cabas ollowsj froinbusbar 80, through wire .146 toarmature 93 (dropped) thence by wire 147' to armature (dropped) andthence wire 148 t0" red light R through wire 149 to wire l321andjbacktobusbar'79." y i j .When there is a ardlimit'speed in a block, thetransmitter T will be'omittedfrom the transmitting station, as indicatedby the third Consequently,throughout block, the receiver RBwill bad-magma,

althoughleither of theother two receivingsetsl RY or RG maybe receivingwave lengths which they are attuned. 1 Assuming the Q'signal to be clearand the receiving set RG ener gized and the receiving setsRY andRBTdeenergized; then the Z .armatures controlled by the-magnet 99will'beintheir lowestlposi tions. The circuit to segment 68"will bebroken y mature 1 nd; ther fore, m g: net 57 will become de-ener'gizeu,'and the valve RVfwill become operative to the brakesby the relaymagnets36, 38iand sary or desirable, I

However, strong radio-relay magnets, certain in theirv responsivenessmay, be readily 40' are necesprocured on the market and when it isdesired touse such'a strong magnet in a radio receiv ing set circuit,the secondary magnets-or relays 83 91 and 99 maybe dispensed with. Suchamodification .is illustrated inFig. 4e

wherein the radio relay magnet 36 operates every other respectexactlylike thatillustrated in Fig. 2 and its operation is exactly like that ofFig. 2. The circuits controlled by the armatures or switches, operate inexactly the same manner as that previously de-, scribed in connectionwith Fig. 2.

I have also briefly referred to the block signal system as one in whichall the'signals ahead of the train if the trackbe clear are green. Thereis another blocksignal system in use at the present time known asthenormally red or normally danger? system, wherein the block signals ofa clear track,

Y except those signals of the blockimmediate- 1y, ahead of the train andimmediately at.

the rear of the trainare all normally. S813. to

danger or red position. In this system when a train enters ablock andthe trackfor several blocks ahead is clear, the'entry of a train intothe block swings the signal at the beginning of the block next inadvance of the engineer from"danger-t'o safety or green, and if thetrain is two blocks ahead of a second train "entering a block, then thesecond train will swing the signal at the be; ginning of the block nextahead orfrom red to caution. I I V But our automatic speed'controllingstop mechanismand cab signaling device operates; in this normally redblock signal system exactly as it does in the"normally green systemwhichwas first above described. The

signal next in advance of the engineer and a whlch he is about to enterw1ll be either green or'caution or danger, and the signals in'the' caband the train speedcontrollin g mecha nism willoperate in conjunctiontherewith 1 in the manner above described in connectionwith these twosignals, for it is to be under stood, of course, that if a train is inthe block next in advanceof a block in which is a'sec- 0nd train, thesecond train will not be able to swing the signal at theentrance of theblock in which is the first train from its red position and the'stopmechanism and the cab signalwill operatein the same manner thatheretofore described. Q

' I-Iavingthusdescribed ourmventiomwhat we claim 1. In an automatictrain speed controlling-i system, the combination I-with a track the,

rails offwhich aredivided intof insulated nd desire to protect byLettei-s; 'Patent of the United States, is: 1

blocks,ja field radioftransmitting station for each block havingtwocontinuously op- I erating radio-frequency transmitter circuits,

each tuned to a frequency substantially diff] fe'rent fromthat ofthe'other, and means to continuously maintain one of said transmit tercircuits in direct metallic electrical connection to arail at thedeparture end of its block when the track condition ,is.clear;

to disconnect said circuit from said rail and to place and maintain theother of said circuits in direct metallic electrical connection. withsaid end of said rail when the track condition is caution and to.maintain both of said circuits disconnected from said rail. when saidtrack .condition'is danger.

2. In an automatic train speedicontrolling 7 system, the combination ofa track, the rails of which aredivided into insulated blocks, an.automatic block signal system for-said trackfor each b1ock,each stationhaving'two [conand blocks, a field radiotransmitting station tinuouslyoperating radio-frequency transmitter circuits, eachtuned to a frequencysub stantially different from that of the other and means tocontinuously maintain onof said transmittercircuits'in direct metallicelectrical connection to a rail at the fdepar-g ture end of its blockvwhen thesignal of-the block 1' next adjacent said departure, end isclear to disconnect said circuit from-said rail and to place andmaintaintheoth er of said circuits in direct metallic electrical.connection with 'saidrail at said end when-said signal is caution and tomaintain both c ircuits disconnectedfrom said rail when said signal isdanger: Y

3. In an automatic train speed controlling; I

system, the combination ofa track,. the rails of which are dividedintoinsulated blocks, an automatic block signal system for said track andblocks, a field radio transmitting station for'each block, each stationhaving two continuously operating radio-frequeny" transmitter circuits,each tuned to a fre: quency substantially: different from thatof theother andmeans operated by said block signal system tocontinuously;-maintain one;

of said transmitter circuits in direct'r'n etal},.v

-lic electrical connectionto a rail atithe: de-,.

parture end of, its block when thesignal of the block next adjacentsaiddeparture endis;

clear; to disconnect said circuit'fromsa-id rail and to place andmaintain the other of said circuits in direct metallic electricalconnection with said rail at said en'd'when said signal iscaution-;an"dto n'aintain both circuits disconnected from; said rail when said signaliS danger.

f 4. an automatic train controlling teem? system, the combination of atrack divided in o i lated .bleck a a field adio transmit: e Sta i 7 ech ile-ck, ash t ti n haYiing twotnned" transmitter circuits of highfrequency "actuated by reed vibrators and eachcircuit tuned to afreqnency s'nbstantially difi'erent from that oftlie other trans?lnitter circuit, and means itof continuensly maintain one 01 saidtransmitter: circuits; in direct metallic; electrical connection withthe track at the departure end ofitsblock when he track en tie i cle r;n dis n et said circuit from said track and to place and maintain theother of said circuits in direct metallic connection at sajdQdepartLilfoend Qf said block when thetrack condition is =:ca;ur tion, and to;maintainrboth circnitsdiscom nested f ein aid track a w n aid s nal isdanger, c

,5, In an automatic train speed controlling system, the combination ofattrack divided into insulated blocks, an automatic block signalsystelna for said track and blocks, a field radio transmitting stationfor each block,

each station having two transmitter circuitsccntinnonsly oscillated byvibrators, one, for

each circuit respectively, cachet saidccircuits being tuned to afrequency substantial 1y different from thatoi theother, and means tocontinuously maintain one of saidtrans mitter circnitsi-n direct{metallic electrical con,- ncetion with said track atthe departnreendolf'its block When the signal of the bloclpnegit adjaeentto saiddeparture end :is clear, .to disconnect said circuit frorirsaid trackand to place and maintain the other of saidcircnits in direct metallicelectrical at connection ofsa-id track at: said departure cndwof saidblock when said signalisfcantion, and to maintain both circuitsdisconnected from said track when saidlsigaial is danger;

6, In an automatic train speed controlling system, the combination of atrack, divided into insulated blocks, a field radio transmitstation foreach block-each station hair,- ing two continuously oscillatingtransmitter circuits, each tuned to a, frequency. substantiallydifferent from that of the cther,means to continuously lnaintainloneo'frsaid transmitter circnits in direct electrical connection with. thetrack at therwdeparture end of its block when the track condition is c1a,1",to disconnect said circuit from said track and to place andmaintain the other of said circuits in directmetallic connection withsaid track at said departure end of Said block when said signal iscaution, andcto maintain both circuits disconnected, from said trackWhen said signal is danger, ancla third continuously oscillatingtransmitter circuit ineach block in whic-h'the train is normally free totravel at. a speed higherthan yard speed and tuned to afrequencysubstantially different it'roin that of said two above mentioned trans,-mi ter ircuit andma ntaia d ont nuously system, the c stantially diffeent Qnii hat 9H1}? Qui e a i et $9 t e track the departure ni lief a ts;l ck the signal the bled; y as adjacent a d s eleaflytodismim et a'd.aidt aekand 0i saidici H ennee ien a. sd kr k t nd f aid F o-ck; whenid; tion and'tomaihtain anal S caeeted r m. said ac l s dange i, of atrain equipmeiit a t mati brake aeal ime mach two r di eceivin e s f achet. being a l ,fch e receivi vim s11. direi eleetric fc nae, ion o sa'e31; a. t ne t eaid weenie ircu t respectively, adioJeceiVi-n sets h pea ira eheldl a me ha n mfram o era 1g; ta ai v" the brak s w e th circut f fifii i gfl Set s iVi? QS. llat n ymnth 1H a matic rake. m ah -fipeed; of the traipwhen o h at sa dire iv i g -illatiops from thetran andto were sai 1 n sm to sub nt ally ir u t Qffll vib ab ens fr enth whichth tra n m 1. a

8- 111 an @11- m t rain see deeme -l n e w t ifeti'a lidi ded intojfsula ed b clis fi ldfradietra mitin s ee fo a" 1bleak eaehastetahavine. weeoetinueael Os illatin transmitt r r u ts, each tun l he esillatien ir que ie difi rent fa e t at at th ether an t mati mear stcontinue y maint in ne o a d tlzansmi ter ear S 11 1 direct me tallicelectrical connection w thetrack at 1 el iihee i a1 ansmittm o e iso tbl ck n x 'adjacentlse d i par u e 1 s" lear to di enn tisa d iri fromaid track and Place and mai ta t e whe e f aid ci bi ifis i di ec m talicel etri al cenee tien 4 116 track at said departure end of block whenthe track condition is caution and 0Q maintain ,bcth circuitsdisconnected aid track when ai rack fi lh i i i l is defied? f a ra n qupment emr risme an a te ed?? brak app y gcme haw m and WQWQ Q e ei n 9thci fc ts discorrgoo to thetransmitter circuit of the block in which thetrain may be to'actuate said automatic brake applying mechanism toreduce the speed of the train when said circuit of said receiving set isnotresponding to the transmitter of the block to which it is tuned andthe other radioreceiving set is respondingto the transmitter of theblock towhich it is tuned, and operative to-actuate said brake applyingmechanism to substantially 7 stop' the train when neither circuit of thereceiving sets is receiving oscillations from the said transmittingstation. p a

9, In an automatic train'speed controlling system, the combination of atrack divided into insulated blocks, an automatic block signal system, afield radio transmitting station for each block,each station havingjtwocontinuously oscillating transmitter circuits, each tuned to oscillateat a frequency substantially different from that of r the other,

and means operated by said block signal sys-o tem to alternately placeand maintain one e f said transmitter circuits in directmetallicelectrical connectionjwith the track at thedparture' end of theblock when the track conditions are clear and caution respectively, andoto'maintain both circuits disconnected from said trackwhenlthetracl;condition is danger of atrain equipmentf'comprising an automatictrackiapplying mechanism and two radio receiving-fsets,'the receivingcircuits of which are atalltimfesdirectly electrically connected to thetrack and each tuned respectively to respond to the oscillations of oneof saidtransmitter-circuits respectively, said receiving circuits beingoperative when one is receiving oscillations from the'transmitter ofltheblock iniwhich the trainmaybe and to whichit is tuned to prevent theautomatic actuation of said brake applying mechanism; and operative whenthe other of said 'receiving sets is receiving oscillations from thetransmitting station of the block. in which the train may be and towhich it is tuned to actuate said automaticbrakeapplying mechanism toreduce the speed ofthe train to caution speed and said receiving setsbeing operative when neither is responding, to the transmitter stationin whichthe train may be toactuate saidbrake applying mechanism tosubstantially stop the' train. r i V 10. In an automatic train speedcontrolling system, the combination with atrack divided into insulatedblocks,'a field radio transmitting-station for each block, each stationhaving'two continuously "oscillating transmitter circuits, each tuned toan oscillation" fies--- q'uency substantially d-ifierent from that ofthe other, automatic means operative to maintain said, transmittercircuits in direct metallic' electrical connection withthe track at thedeparture end of its block alternately when the track conditionis clearand caution respectively,'andto maintain both of said circuitsdisconnected from said track when" the track condition is danger. and athird continuously oscillating transmitter circuit tuned to anoscillation frequency substantially difierent'from that of either of g 7said other said two transmitter circuits and located in the transmittingstation of every blockin which the train is normally free to j tricallyconnected to said track and respec! 'tively tuned to one of saidtwotransmitter circuits first above mentioned respectively,

said radio receiving sets being operative: to v 'hold' the brakeapplying mechanism inoperative when the circuit of one offsaidrecei2vingsets is being actuated; to, actuatesaid brake applying mechanism toreduce the speed of. thetrain when the otherof saidtwo receiving setsbeing actuated, and to actuate said brake applying mechanism tosubfstantially stop. the train when neither of said receiving sets isbeing actuated, anda third his radioreceiving'set, the receiving circuitof which is .also' continuously electrically connected to said track andwhich is tuned. to

respond to said. third radio transmitter cirfcuit andis operative, when"it isnot receiving.

oscillations, to which it'istuned, from ,the transmitting'station of theblock in which the train'may be, toactuate said'brake applyingmechanis'mto reduce the'spe'ed of the train tqyar Sp 11. In an automatictrain-speed controlling system, the combination with atrack dividedinto'insulated blocks, an automatic train signal system, a fieldr'adiotransmitting station forl'each block, each station having two Tcontinuously oscillating transmitter circuits, each circuit beingtunedto, a frequency substantially difierent from thatof; the other, andautomatic means to continuously main:

7 tain one of said transmitter circuits indirect metallic electricalconnection to the track at the departure endofits block when thesign'alof the, block next adjacent said departure end is clear, to disconnectsaid circuit from said track and to place andma-intain the other of saidcircuits in direct metallicelec- P trical connection with'said track'a-t said dean automatic brake applying mechanism,an

125 -parture end of said 'block when' said signal is 1 automatic cabsignal s stem having clear, caution and danger signals mudtworadioreceiving sets, the receiving circuit not each set being at all times indirect metallic electrical connectionitosaid track and each tuned to oneof said transmitter circuits respectively, saidradio receiving setsbeing-opez" tive to hold "saidhrake applying mechanism from operating toapplythe brakeswhen the circuitof onereceiving set isreceiving oscil'lations' from the transmittingstation in wh ich the train may a he i andto simultaneously display the clear signal of the cabsignal system; toactuate said automatic brake mechanism to reduce the speed of'the trainwhen the circuit oii-the other ofsaid receiving sets is receivingoscillations fromth'e transmitter of-said block and to simultaneouslydisplay the caution signalof the cab Sig.-

nal system; and to actuate said brake applyv in mechanism tosubstantially stop the train and to simultaneously display the dangersignal of the cab signal system when theoircuit of neitherreeeivingsetis receiving vilJ-rations from the transmitting station inwhich the train may be.

12; In an'automatic train speed controlling system, the combination otatraclr'dii'vided into insulated blocks, an automatic block signalsystem, a field radio transmitting station for each block, each stationhaving two continuously oscillating transmitter circuits, each tu-ned tooscillateat a frequency sub stantially different from that of the other,and means operated by said block signal system to alternately place andmaintain one of saidtransmitter circuits in direct metallic ele etrical1 connection with th'efltrack' at the departure end of the block whnihetraclc conditions-are clear and caution resped tively, and tomaintain both circuits discon nected from said trackwhenthetraekcondition dangefl, of a train equipment comprising anautomatic track applyingmechw nism, an automatic cab signal systemhavingclear; caution and"danger"signals and tworadio receiving sets,- thereceiving circuits of which a are at-*alh times directly electricallyconnected to the track and each tuned respectively to respond to theoscillations of one of said transmitter circuits respectively, saidreceiving circuits beingzope erative when oueis" receiving. oscillationsfrom the transmitter of the. block in i which the train may be and towhich *it is tuned to mevent the automatic actuation of said brakeapplying mechanism and to simultaneollSly display the clear signal ofthe cab signal system; and operativewhen theiother of'said receivingsets is receiving oscillations. from thetransmitting station of theblock in which a the train may be andto which it is tuned to actuatesaid automatic'brakc applying mechanism to reduce the speed or the trainto caution speed and to simultaneously dis ting station fol-each block,each station having two continuously oscillating transmitter clrcuits,eachtuned to an oscillation fre quency substantially difierent from thatof 5 theother, automatic means operative to main;- tain said transmittercircuit-sin direct metal? liceleotrical connection with the track at thedeparture end of its block alternately when the track condition is clearand caution? respectively, and to maintain both of saidcircuitsdisconnected from said track whenvthe trackcondition is danger?and a third con.- tinuously oscillating transmitter circuit tuned to anoscillation frequency substantiallydiff ferent from that of either ofsaid other said two transmitter circuits and located in-thc transmittingstation of every block in which the train is normally freeto travel at aspeed higherxthan yard speed, of a train equip.- ment comprising anautomatic brake apply ingmechanism, anautomatic cab signal systeamhaving a clear, af=caution, a'danger and ,a yard speed signal, tworadiogreceivingsets eachcontinuouslydirectly:electrically connected tosaid track and respectively tuned to oneofcsaid two transmitter circuitsfirst above mentioned respectively, said radio :receivlng sets-hemgoperative to hold the-brake applyingmechahism inoperative and tosimmltaneously display the"clea1" signal of the cab signal system whenthe circuit of one of said receiving sets is beingactuated; to actu atesaid brake applying mechanism to reduce the speed of the train: and tosimultaneously display'thecaution signal of the cab signal system whenthe other of said two receiving sets is being actuatechand to actuatesaid brake applying mechanism to substantially stop the train and tosimultaneously display the c'langer signal of the cab signal system whenneither of said receiving sets isbeing actuated, and a'th-ird radioreceiving set, the receiving circuitoif which isalso continuouslyelectrically connected tosaid track and which is tuned to respond.tosaicl thirdradio transmitter circuitand is operative, when it is notreceivi-l-l-g oscillations, to which it is tuned, frommhe transmittingstationaof the block in whichthe train maybe, to actuate said brakeapplying mechanism to reducethc speed of the train to yard speed and tosimultaneously displaythe yard speed signalrof the cab signal system, 7

14 In an-automatic train speed'controlling system, the combination witha track divided into insulated blocks, a field radio transmitquencydifferent from'thatof the other and automatic means tocontinuously'maintain one of said transmitter circuits'in directmetallicelectrical connection to the track at said departure endof said hlockwhen the track condition 1s caution-andto maintain both circultsdlSCOIlIlBCtGCl from said track when said track condition is danger; ofa train equipment comprising an automatic brake applying mechanism, anautomatic cab sig nal system having a clear, a caution, and a dangersignal and two radio receiving sets, the inductance coil of thereceiving circuit ofcach being continuously in direct-'me tallic'electrical connection with said track, each of said receiver circuitsbeing tuned to respond only to one of saidtransmitter circuitsrespectively and operative to hold said brake applying mechanisminoperative and to simultaneously display the clear signal of the cabsignal-system when the circuit of one receiving set is responding to thetransmitter circuit of the block in which the train maybe; to actuatesaid automatic brake applying'inechanism to reduce 'the'speed of thetrain and to simultaneously display the cau- I tion signal of the cabsignal system when said circuit ofsaid receiving set is-not respondingto the transmitter of the lolock to which it'is tuned and the otherradio receiving set-is responding to the transmitter of the block towhich it is tuned, and operative to actuate said brake applyingmechanismtosubstantially stop the train and to simultaneously display the dangersignal of the cab signal system when neither circuit of the receivingsets is receiving oscillations from the'said transmitting station. V

15. In an automatic train signal system, the

combination with a track, the rails-of which are divided into insulatedblocks, a field transmitting station for each blockand having twotransmitters arranged to produce high frequency impulses, eachof afrequency substantially different from the other,-means to continuouslymaintain one transmitter' in direct metallic electricalcontact with therail at the departure end of the block as long as a train is in theblock and the track is clear,

to disconnect saidtransmitter from the rail.

and to continuously maintainthe other transmitter indirectmetallicelectricalcontacttem, a field transmitting; station for eachblock, each station having two high frequency transmitters, each tunedtoa frequency sub stantially diflerent from that of the other, automaticmeans controlled-by the signal system to continuously maintainoneof-said transmitters in direct metallic connection with the trackat thedeparture end, ofits block, while a train is in the block, and thesignal of the ,block next adjacent'the departure end of thefirst-mentioned. block is clear, to disconnect said transmitter from'the track and toplace and maintain the'other of said transmitters indirect metallic electrical connection withsaid track at the departureQIICl'Of said block,-while said train is in the block-and said signalisin., caution position and operative to disconnect both transmitters fromsaid track-whensaid signal is in ,dan-

' ger position, of a train equipment comprisingia cab signal device andtworreceiving sets,

the receivingcircuit ofeach'being at all times in direct metallicelectrical; connection with said track, one tuned to one transmitter andthe other tunedto'the otheritransmittenone latediblocks; an automatictrain signal system along'the'trackfli field transmittingstation foreach block, each station havingtwo transmitters each tuned to afrequency sub= stantially difier entxfr'om the other, automatic meanscontrolled by the track signal system to continuously maintain onetransmitter-ini direct metallic contact with the track at'thedepartureendof the'block, while a train isin the'blocl; andrthe signalof the block next adjacent the departure end :is clear, to disconnectsaid transmitter from the'track and to place ,andmaintainthe other of;said transmitters in direct metallic I elece trical connection withthegtrack at the departureend of the block while a train in the blockand said signal is in caution position and to disconnect hoth circuitsfrom the track when said signal is in danger position, of a trainequipment comprising an automatic brake applying mechanism and tworeceiving sets, the receiving circuit of which is at all times in directmetallic electrical con nection with said track, each of said receivingsets being tuned to one of said transmitters respectively, saidreceiving sets being operative to hold said brake applying mechanismfrom ope 'ating to apply the brakes when one receiving set is receivingimpulses from the transmitting station in which the train may be; toactuate said automatic brake applying mechanism to reduce the speed ofthe train when the other of said receiving sets is receiving impulsesfrom the transmitter of the block in which the train may be and toactuate said brake applying mechanism to substantially stop the trainwhen the circuit of neither receiving set is receiving impulses from thetransmitter station in which the train may be.

18. In an automatic train speed controlling system, the combination witha track divided into insulated blocks, a field transmitting station foreach block, each station having two high frequency transmitters eachtuned to a frequency substantially different from the other, automaticmeans to operatively maintain said transmitters in direct metallicelectrical connection with the track at the departure end of its blockalternately, when the track is in clear and caution conditionrespectively and to maintain both of said circuits disconnected fromsaid track when said track condition is danger, of a train equipmentcomprising an automatic brake applying mechanism and an automatic cabsignal system having a clear, a caution and a danger signal, tworeceiving sets, both having a continuous metallic connection directly tosaid track and respectively tuned to said two transmitters, one of saidreceiving sets being operative to display the clear signal of the cabsignal system when said set is being actuated from the rail by impulsesto which it is attuned, the other of said receiving sets being operativeto display the caution signal of the cab signal system, when it isreceiving impulses from the rail to which it is attuned, both receivingsets being operative to display a danger signal of the cab signal systemwhen neither receiving set is being actuated and to automaticallyactuate said brake applying mechanism.

19. in an automatic train speed controlling system, the combination witha track divided into insulated blocks, a transmitting station for eachblock, each station having two transmitter circuits each tuned to afrequency substantially different from that of the other, automaticmeans operative to maintain said transmitter circuits in directmetallicelectrical connection with the track at the departure end of its blockalternately when the block condition is clear and caution respectively,and to maintain both of said circuits disconnected from said track whenthe block condition is danger, of a train equipment comprising anautomatic brake applying mechanism and two receiving sets having theirreceiver circuits tuned each to respond to only one of said transmittercirunits respectively and then only when the transmitter circuit towhich it is tuned is connected to the track, said receiving sets beingoperative to prevent the automatic actuation of said brake applyingmechanism when one receiving circuit is receiving oscillations from thetransmitter of the block in which the train may be andto which it istuned; to actuate the brake applying mech anism to reduce the speed ofthe train to caution speed when the other of said circuits is receivingoscillations from the transmitter of said block and to which it is tunedand the train is moving faster than at caution speed and to actuate thebrake applying mechanism to substantially stop the train when neithercircuit is receiving oscillations from the transmitter station of saidblock.

20. In an automatic train speed controlling system, the combination witha track divided into insulated blocks, a transmitting station for eachblock, each station having two transmitter circuits each tuned to afrequency substantially different from that of the others, and automaticmeans operative to maintain said transmitter circuits in direct metallicelectrical connection with the track at the departure end of its blockalternately when the block condition is clear and caution respectively,and to maintain both of said circuits disconnected from said track whenthe block condition is danger, of a trainlequipment comprising anautomatic brake applying mechanism, an automatic cab signal systemhaving a clear, a caution and a danger signal, and two radio receivingsets, the receiving circuit of each being continuously in electricalrelation with said track, each of said receiver circuits being tuned torespond to only one of said transmitter circuits respectively andoperative to hold said brake applying mechanism inoperative and tosimultaneously display the clear signal of the cab signal sys tem whenthe circuit of one receiving set is responding to the transmittercircuit of the block in which the train may be; to display a cautionsignal of the cab signal system when said circuit is not responding tothe transmitter circuit of the block in which the train is and the otherradio receiver is respending to the said transmitter of said block towhich it is tuned; and operative to actuate said brake applyingmechanism and to substantially stop the train and to simultaneouslydisplay the danger signal of said

